Dynamic Fluid Vehicle System

ABSTRACT

A Dynamic Fluid Vehicle System that provides a multiple functions based on the beneficial properties of the transfer of volumes of fluids through fluid compartments arranged at various locations throughout a vehicle. Volumes of liquid fluids are employed in place of hard plate armor to protect against certain High Velocity Threats and are transferred from fluid compartments enabling lower vehicle weight. Vehicle stability is increased by transferring volumes of fluids to compensate for undesirable locations of the center of gravity of vehicle. Vehicle heat signatures are reduced by cooling fluids and cycling the cooler fluids into external fluid compartments.

BACKGROUND

The latest generation of armored wheeled vehicles, such as the Mine Resistant Ambush Protected (“MRAP”) vehicles of the United States Army and Marine Corps, protect occupants from “High Velocity Threats” by affixing solid armor panels to the sides of the occupant compartments. High Velocity Threats are weapons that consistently penetrated older generations of armored wheeled vehicles such as the M1113 armored personnel carrier and the High Mobility Multipurpose Wheeled Vehicle. Contemporary armored wheeled vehicles often offer protection against High Velocity Threats but incur significant limitations when doing so. High Velocity Threats include explosively-formed projectiles (“EFP”s), rocket-propelled grenades (“RPG”s), handheld shaped-charge grenades (such as the Russian RKG-3) and certain improvised explosive devices (“IED”s).

Conventional armored wheeled vehicles are heavy. Solid armor panels are typically made of a type of steel alloy commonly called rolled homogeneous armor (“RHA”). RHA is a very heavy material. Its standard density is approximately 7.86 g/cm̂3. This high density results in the first problem with conventional armored wheeled vehicles: The use of RHA to protect against High Velocity Threats results in extreme vehicle weights, often exceeding 30,000 lbs.

Conventional armored wheeled vehicles are unstable. Typical vehicles employ “v-shaped” underbody deflector plates to deflect, divert, or absorb blast energy from underbody attacks. The use of v-shaped deflector plates results in the positioning of the occupant compartment substantially above the level of the wheel axles. This elevated positioning of the occupant compartment combined with the use of solid panel armoring to protect the occupant compartment results in a high center of gravity (“CG”) for the vehicle relative to previous generations of armored wheeled vehicles. This high CG results in the second problem with conventional armored wheeled vehicles: A high CG causes increased risk of vehicle roll-over and generally unfavorable vehicle handling characteristics.

Conventional Armored wheeled vehicles are easily detected by infrared sensors. Affixing solid armor panels made of materials such as RHA creates a significant additional quantity of materials that retain heat given off by the vehicle. The additional material slows the dissipation of heat from the vehicle into the atmosphere. The slowed dissipation results in the third problem with conventional armored wheeled vehicles: High heat signature. The slower the dissipation, the greater the heat signature and the easier it is to detect conventional vehicles with thermal imaging devices.

Overall, conventional armored wheeled vehicles have several disadvantages in weight, instability, and detectability that are caused by their use of solid armor panels. These problems have limited their effectiveness in the battlefield. Therefore, it is highly desirable to develop a single vehicle system that overcomes theses disadvantages while providing armor protection, stability, and lower detectability.

SUMMARY

It has been discovered that approximately 2-3 inches of a many common fluids, including water, provides the same protection as 1 inch of RHA against certain High Velocity Threats. It has also been discovered that the CG of an armored wheeled vehicle can be significantly adjusted by transferring volumes of liquid fluid to different positions on the vehicle. Further, it has been discovered that volumes of certain fluids attached to the exterior of a vehicle reduces the heat signature of the vehicle.

These three discoveries combine to provide a new result: A vehicle system that provides armor protection against High Velocity Threats without extreme weight, instability, or large heat signatures. Thus, in accordance with the invention, the problems set forth above are solved by a Dynamic Fluid Vehicle System (“DFVS”). The DFVS is a multi-functional vehicle system that offers new vehicle capabilities based on the beneficial properties of the controlled transfer of volumes of fluids. It optionally incorporates one or more subsystems including a Fluid Armoring System, Fluid Stability System, and Fluid Temperature System. The base DFVS comprises an occupant compartment having an exterior; two or more fluid compartments, at least one of the fluid compartments covering a portion of the exterior; and a transfer mechanism operatively connecting the two or more fluid compartments.

DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

Acronyms stated here are defined in the Detailed Description below.

FIG. 1 depicts a conventional armored wheeled vehicle having side armor capable of defeating High Velocity Threats and v-shaped underbody deflector plates.

FIG. 2 depicts an embodiment of the base DFVS.

FIG. 3 depicts an embodiment of the DFVS with equal weight distribution employing a VAM as its fluid transfer mechanism.

FIG. 4 depicts an embodiment of the DFVS with a greater quantity of fluid in the left fluid compartment employing a VAM as its fluid transfer mechanism.

FIG. 5 depicts the process that takes place on the VCU when implemented within the DFVS.

FIG. 6 depicts an embodiment of the DFVS when implemented with the TCS.

FIG. 7 depicts an embodiment of the DFVS when implemented with the FAS and having an asymmetrical fluid compartment configuration.

FIG. 8 depicts an embodiment of the DFVS having a non-equal weight distribution configured to lessen road shoulder destruction.

FIG. 9 depicts as system diagram of an embodiment of the DFVS when implemented with the FSS.

FIG. 10 depicts an embodiment of the DFVS when implemented with the TCS.

FIG. 11 depicts the process that takes place on the TCU when implemented within the DFVS.

DETAILED DESCRIPTION

As discussed above, prior art armored wheeled vehicles that attempt to protect against High Velocity Threats have significant problems. The vehicle depicted in FIG. 1 is an example of such a vehicle. FIG. 1 is typical of the MRAP-type of armored wheeled vehicles deployed by U.S. forces during the conflicts in Iraq and Afghanistan. Solid armor panels 12 attached to the sides of the occupant compartment 10 protect the vehicle from High Velocity Threats. It should be noted, however, that the placement of solid armor panels in this depiction is an example only, and that solid armor panels are often located in locations other than this. The v-shaped underbody deflector plates 14 result in the occupant compartment being located substantially above the level of the wheel axles 16. (Note, the dashed line, 16, depicting the level of the wheel axle intersects each axle at its center point.) The weight created by the amount of solid armor paneling necessary to protect against Heavy Velocity Threats often results in extreme vehicle weights in excess of 30,000 lbs. Carrying this much vehicle weight comes with obvious drawbacks in handling, roadbed destruction, vehicle roll-over risk, and simply transporting the vehicle to its place of deployment.

The problem of extreme weight is mainly attributable to the high density of solid armor paneling. DFVS solves this problem by employing a Fluid Armoring System (“FAS”). The FAS uses volumes of liquid fluids to protect against High Velocity Threats. The hydrodynamic mode of penetration of High Velocity Threats makes them effective against solid materials but significantly less so against certain liquid fluids. As discussed above even as little as 2-3 inches of water provides the same protection as 1 inch of RHA against High Velocity Threats.

The advantage of liquid fluids is that they have significantly lower densities than solid armor paneling. The material that makes up solid armor paneling, RHA, has a density of 7.86 g/cm̂3. Liquid fluids such as water or petroleum have densities significantly less than this. (Water has a density of 1 g/cm̂3 and all grades of petroleum have a lower density) This allows for large volumes of liquid fluids to be used in place of RHA while maintaining significantly lesser weight. Thus in locations where solid armor paneling is currently employed, compartments filled with fluids can be used to provide armor protection. Based on this principle, the DFVS employing the FAS can protect against High Velocity Threats without the problem of extreme weight.

FIG. 2 depicts the DFVS in its preferred embodiment, employing the FAS. This embodiment is the same as the base DFVS. It comprises an occupant compartment 18 having an exterior 20, side areas of the exterior 21, two or more fluid compartments 22, at least one of the fluid compartments covering a portion of the exterior, and a transfer mechanism 24 operatively connecting the two or more fluid compartments.

The preferred embodiment can apply to occupant compartments of any size, from those found on small one or two-man armored wheeled vehicles, such as the SOVIM-2, to large, multi-person armored personnel carriers and larger, such as the MRAP Buffalo. The exterior of the occupant compartment includes all portions of the occupant compartment outside of the enclosed space where occupants and/or cargo reside. This includes the top, bottom, front, back, and sides of the occupant compartment as well as areas on the underbody of the vehicle or beneath the chassis or other structural members that support the occupant compartment.

In all embodiments of the DFVS including all optional subsystems, the fluid compartments can make up or be located within or on any portion of the armored wheeled vehicle. They can be located on the exterior portions of the armored wheeled vehicle including the occupant compartment, within the interior of any portion of the armored wheeled vehicle such as in the engine bay, or can be integrated within the structure of the armored wheeled vehicle such as forming a sidewall of its body. Location of the fluid compartments on the underbody of the vehicle, such as in the form of a “v-hull” 23 is desirable to protect against mines and buried IEDs in a similar way to v-shaped deflector plates on conventional armored wheeled vehicles. In general, when configured for the purpose of protecting the occupant compartment such as in FIG. 2, fluid compartments providing armor protection will cover significant portions of the side areas of the exterior of the occupant compartment. Further, fluid compartments offering armor protection do not need to cover all portions of the occupant compartment. As FIG. 7 depicts, asymmetrical arrangements of the DFVS employing the FAS are possible, wherein one fluid compartment 70 covers an entire side of the occupant compartment and the opposite side remains uncovered. This type of configuration is desirable when the primary threat comes from roadside bombs on a single side of the road.

In all embodiments of the DFVS including all optional subsystems the fluid compartments may comprise compartments that are components of engine fluid systems that serve functions in addition to armoring such as fuel tanks, coolant reservoirs, and oil reservoirs. Fluid compartments can take the shape of any enclosed body and can be made of any material that is capable of retaining volumes of liquid fluids. However, materials with ballistic protection properties are desirable because of their armoring capabilities. These materials include high-strength textiles such as Aramids (e.g. Kevlar) or Ultra-High-Molecular-Weight Polyethylenes (UHMW-PEs, e.g. Dynmeema) as well as lighter weight metals such as aluminum or titanium.

Any liquid fluid with desirable threat-defeating properties can be employed in the FAS. These include shear-thickening fluids and fluids that are used by engine fluid systems. Fluids used by engine fluid systems are those fluids that are commonly found in internal combustion engines. Such fluids include coolants, fuel, lubricating fluids such as engine oil and transmission fluid, brake fluids, fluids used in shock absorbers, windshield wiper fluid, battery fluids, fuel cell fluids, and water.

Fluid compartments using liquids from engine fluid systems can be operatively connected to appropriate portions of the engine system or can be stand-alone fluid compartments. For example, FIG. 6 depicts the DFVS employing the FAS where one of the two or more fluid compartments 60 is part of an engine fluid system (reservoir of coolant used by the engine system). The reservoir is operatively connected, such as by means of piping 61, to the engine system 62 to cool the engine and also operatively connected, such as by means of piping 63, to the transfer mechanism 64 to enable coolant to be transferred to other fluid compartments.

The fluid transfer mechanism in the DFVS can be any means that can transfer liquid fluids from one location to another. Transfer mechanisms may include components such as pumps, valves, hosing, or piping, as well as computer control mechanisms for such transfer mechanisms. Elements capable of providing the transfer mechanism functionality are well known in the art and are currently provided by companies such as Corken, Inc., Peerless Pump Company, the W.S. Darley Company, and many other industrial and automotive pump companies. One means of transferring fluid is to locate a two-way pump between the fluid compartments. These can include pressure or displacement pumps. If a high viscosity fluid is used such as shear-thickening fluid, a more robust transfer mechanism such as a gear pump or screw/auger pump can be used. Alternatively, the transfer mechanism can be integrated into the design of the fluid compartments themselves, such as by adjusting the volume of the compartments and using the pressure created by the volume adjustment to transfer fluid through the system. FIG. 3 and FIG. 4 described below depict such systems.

FIG. 3 depicts a DFVS employing a volume adjustment mechanism (“VAM”) 26 as its fluid transfer mechanism for adjusting the fluid volume of at least one fluid compartment 22. The VAM may be incorporated in all embodiments of the DFVS including all optional subsystems. By adjusting the volume of a fluid compartment the fluid 30 can be compressed and caused to move from one compartment into another compartment through components of the fluid transfer mechanism such as piping 32. In FIG. 3 the fluid 30 is shown in equal volumes in each fluid compartment. FIG. 4 depicts a vehicle armoring system after the fluid volume in the right compartment 34 has been compressed by a VAM 26, causing the fluid to flow into the left compartment 36 and increase its volume.

The VAM can either function alone as the sole transfer mechanism or it can work in addition to independent transfer mechanisms such as those discussed previously. As explained below, adjusting the volume of fluid compartments can have benefits in addition to functioning as a transfer mechanism.

One possible variant of the VAM is a transfer mechanism that comprises one or more movable panels that separate the fluid compartment into two or more substantially sealed sub-compartments. Each sub-compartment can be optionally filled with a liquid fluid or gaseous fluid, or not filled and left to enclose whatever fluid happened to be in the atmosphere. The movable panels can be adjusted by any suitable means for moving a panel-like structure within a compartment that holds a fluid. For example the movable panels can be caused to move by an electromechanical or hydraulic actuator that pushes the panel along tracks or guides that follow the contours of the interior walls of the fluid compartment. Moving the panels allows the vehicle to adjust the aerial density and therefore the armor protection level of particular sections of the fluid compartments.

Another variant of the VAM employs gas pressure to adjust fluid volumes. The fluid compartments can be pressurized such that a panel within a fluid compartment moves with an increase or decrease in gas pressure. Gas compression and vacuum mechanisms commonly known it the art can be incorporated to cause an increase or decrease in gas pressure. Pressure can be increased in areas separated from the fluid by the movable panel, thereby causing it to move against the fluid volume and force fluid out of an initial fluid compartment. A connection through which fluid can pass between a first fluid compartment and a second fluid compartment allows for the fluid volume to adjust. Similarly, when pressure is significantly reduced in areas separated from the fluid by the movable panel, the panel expands the fluid volume, creating a vacuum drawing more fluid into the fluid compartment.

If the distance between the interior surfaces of the fluid compartment varies, the dimensions of the panel can be made adjustable such as by forming the panel as two or more overlapping and sealed sub-panels that slid outward relative to each other as the interior walls of the fluid compartment spread or contract. Also, the panels can be formed to enclose sub-panels so that they telescope outward as the interior walls of the fluid compartment spread.

In embodiments of the DFVS employing the FAS, it will often be beneficial to employ fluid transfer mechanisms that maintain pressure on the fluid volumes such that the fluids fill the entire compartments in which they are contained. (VAMs are examples of such fluid transfer mechanisms). Constrained fluid provides better armor protection because the fluid has no room to flow away from impact site. This increased pressure increases the average mass of fluid in the fluid compartment and therefore increases the areal density as well. (Areal density is the mass density that a threat “sees” as it approaches a given area on the face of a surface). In one variant, the moveable panel in a VAM can be oriented vertically and parallel to the sides of the vehicle, thereby offering side protection. Alternatively, the moveable panel can be located horizontally or at any other angle relative to the side of the fluid compartment that allows the volume of constrained fluid to increase or decrease.

An advantage of being able to adjust the location and areal density of the fluid compartment is that the coverage area of the armor protection can be changed based on the conditions encountered. For example, often roadside IEDs are a significant threat. These weapons typically fire from ground level or slightly above ground level and travel at an upward angle, impacting the lower half of the armored vehicle. If roadside IEDs are the conditions encountered, then an appropriately configured vehicle employing the DFVS with FAS can constrain a volume of fluid such that it is concentrated along the lower half of the armored vehicle. This would protect the necessary portions of the vehicle without wasting armoring material in other areas.

Conditions can change quickly on the battlefield. When adjusting the location and areal density of the fluid compartments, it is desirable to be able to do so quickly, while the vehicle is moving, and/or while the vehicle is deployed in the field. It is further desirable to be able to adjust the type or mixture of fluids at specific locations. As such the present invention can include a volume control unit (“VCU”).

FIG. 5 depicts the VCU 59, as employed within the DFVS. An embodiment of the DFVS employing the VCU comprises the elements of the DFVS as described above and a VCU comprising a processor 50 operatively connected to the transfer mechanism 57; and a machine-accessible storage medium 51 operatively connected to the processor, the machine-accessible storage medium having instructions encoded thereon for enabling the processor to perform the operations of receiving information about a threat 52, selecting a fluid that protects against the threat 53, and transferring the selected fluid into at least one of the fluid compartments 54.

The VCU can be embodied as software implemented on a computer, which includes, among other possible components, the processor 50 and machine-accessible storage medium 51. Threat intelligence information about the threat environment can be received from an external intelligence source 55 such as daily military intelligence reports, and communicated to the VCU automatically via a wireless communications network. Threat intelligence can also be received from a vehicle operator using a suitable computer input means such as a keyboard, mouse, or voice recognition.

The VCU computer includes memory that stores a record 56 of the types, volumes, and locations of fluids currently contained in the vehicle. This record can be either stored independently in separate memory or transmitted to and stored in the machine-accessible storage medium, 51. Updates to the record may be made manually as different fluids are added to the vehicle, or it sensed automatically using sensors in communication with the computer. Sensors include any of those types of sensors that are appropriate for the fluid and commonly know in the art such as fuel-level sensors. The record also contains threat-defeating information associated with each of the types and volumes of fluids. Threat-defeating information can include a rating of the effectiveness of different fluids in protecting against a list of known threat types.

When the system receives threat intelligence, it compares that information to the threat-defeating capabilities of the record of fluids on-hand. The VCU then selects the fluid that will best protect the vehicle against the threat types indicated in the threat intelligence. It does so by comparing the threat protection ratings for the fluids on hand to the threats indicated in the intelligence report and selecting the fluid on-hand with the best protection rating for those threats. The VCU then causes the transfer mechanism to transfer that fluid to the location indicated in the threat intelligence that covers a portion of the exterior where an impact of the anticipated threat is most probable.

In one example, the DFVS employing the FAS and VCU could receive threat intelligence that there is a high risk for underbody IEDs using 155 mm high explosive shells and copper plating. The record of fluids on the vehicle could include sheer-thickening fluid, water, fuel, oil, and coolant at various volumes. Of those fluids the record might indicate that sheer-thickening fluid has the highest protection rating for 155 mm high explosive copper plated underbody IEDs. The VCU then selects sheer-thickening fluid and causes the transfer mechanism to transfer the sheer-thickening fluid to the underbody fluid compartments.

In another example, the DFVS employing the FAS and VCU could receive threat intelligence that there was a high risk for underbody IEDs using 155 mm high explosive shells and copper plating, a high risk for roadside attacks by RPG-7s, and a medium risk for roadside attacks by RPG-29s. The record of fluids on the vehicle could include sheer-thickening fluid, water, fuel, oil, and coolant at various volumes. Of those fluids the sheer-thickening fluid might have the highest protection rating for 155 mm high explosive, copper plated underbody IEDs and RPG-29s. Water may provide an equal protection rating as sheer-thickening fluid for RPG-7s but lesser protection for RPG-29s. In this scenario, the system could select sheer-thickening fluid and cause the transfer mechanism to transfer the sheer-thickening fluid to the underbody fluid compartments to protect against underbody IEDs. The system could also select water and cause the transfer mechanism to transfer water to the side fluid compartments to protect against RPG-7s while not selecting for sheer-thickening fluid for side fluid compartments to protect for RPG-29s because of the lesser threat risk.

In yet another example, the DFVS employing the FAS and VCU can include a VAM in its fluid compartments. This allows for varied fluid compartment volumes to be factored into the VCU. In this example, a vehicle might only have coolant available, and this coolant may be integrated with the engine as an engine fluid system. In these circumstances it may be desirable to use as little of the fluid as possible when armoring the vehicle because the coolant is essential for the function of the engine system. The threat intelligence might indicate a risk for only small arms fire. Based on data in the fluid record, the VCU could determine that only four inches of coolant is necessary to protect against small arms fire. It could then activate VAM to reduce the volume of the fluid compartments to match this thickness. In this way the fluid volume control system could provide the needed protection while maintaining the maximum amount of coolant available for the engine.

As discussed above, armored wheeled vehicles found in the prior art have the problem of destroying roadbeds because of extreme weight. This occurs because the shoulders of roads are often less supported than the centers of roads and prior art vehicles evenly distribute their weight across the roadbed. This results in the weaker shoulders bearing the same amount of downward force as the more stable center portions of the roads. As a consequence the road shoulders deteriorate faster than the center portions.

The DFVS solves this problem in one manner by allowing the fluid compartments to be drained when armoring is not needed. This significantly reduces the overall weight of the vehicle and consequently its destruction of the roadbed. The DFVS solves this problem in another way by allowing for armor weight to be redistributed so that more of the weight is distributed over the stronger portions of the roadbed. Specifically, one can determine the desired weight distribution based on the conditions of the roadbed, determine what fluid volume is needed in each fluid compartment to create the desired weight distribution, and transfer fluid between each fluid compartment until each fluid compartment contains the determined fluid volume. For example as depicted in FIG. 8 if the shoulders of the road are indeed weaker and the left fluid compartment is closer to the shoulder, then the transfer mechanism can transfer fluid from the left fluid compartment 80 to fluid compartments closer to the center of the road 82. This results in less mass and therefore less force being distributed over the left side of the vehicle, as indicated by the relative difference in arrow length under each wheel.

Related to the problem of vehicle weight distribution is the problem that armored wheeled vehicles found in the prior art have an undesirably high center of gravity. This is primarily because they employ an underbody v-shaped deflector plates. V-shaped deflector plates have encountered widespread use in armored vehicle design because they have proven to be the most effective design for protecting against underbody mine blasts. All current MRAP vehicles including all-terrain variants employ v-shaped deflector plates. Unfortunately, the use of v-shaped deflector plates requires the entire vehicle to be shifted higher over the axles to allow for sufficient ground clearance. This then also shifts the CG of the vehicle higher as well. Vehicles with a high CG are generally less dynamically stable and specifically prone to roll-over. DFVS solves this problem by employing a fluid stability system (“FSS”) that adjusts the CG to compensate for the risk of roll-over. The FSS adjusts the CG by transferring volumes of fluid to fluid compartments in different areas of the vehicle, thereby adjusting the weight distribution as described above and the CG.

FIG. 9 depicts an embodiment of the DFVS employing the FSS. The DFVS employing the FSS comprises the elements of the DFVS described above; one or more sensors 90; and a Stability Control Unit (“SCU”) 94 comprising a processor 91 operatively connected to the transfer mechanism and the one or more sensors 90; a machine-accessible storage medium 92 operatively connected to the processor, the machine-accessible storage medium having instructions encoded thereon for enabling the processor to perform the operations of monitoring the vehicle status using the sensors 95, calculating a roll-over parameter 96, determining whether the roll-over parameter has reached a roll-over threshold by comparing the roll-over parameters detected to the record roll-over thresholds on record for those parameters 97, determining, if the roll-over parameter has reached the roll-over threshold, what fluid volume is needed in each fluid compartment to bring the roll-over parameter below the roll-over threshold 98, and transferring fluid between each fluid compartment until the roll-over parameter is below the roll-over threshold 99.

The SCU can be embodied as software implemented on a computer. This can be a separate computer or the same computer as implemented in the VCU. The sensors comprise three primary groups. The first sensor group monitors driver inputs: steering wheel angle, throttle position, brake pressure, and similar inputs. A second group of sensors monitors the vehicle's dynamic state: longitudinal, lateral, and vertical accelerometers; angular (roll, pitch, and yaw) rate sensors; wheel speed sensors; and shock absorber extension. These sensors are all well known by those knowledgeable in the art of vehicle dynamics. The third group of sensors monitors DFVS components, including fluid level sensors in each fluid compartment and flow rate sensors for the transfer mechanism. The SCU monitors the first group of sensors to predict the potential for roll-over. High lateral acceleration, high roll rate, drastically different wheel speeds, and high yaw rates are all typical roll-over warning signs. The SCU monitors the second group of sensors to anticipate how the driver's actions will affect the situation. The data from the various sensors is used to calculate one or more roll-over metrics. If these metrics exceed predetermined thresholds for high roll-over risk, then the SCU determines what volume and what fluid compartment(s) fluid should be transferred to in order to adjust the CG and prevent roll-over. The thresholds can be calculated through empirical testing, such as by measuring the forces acting on the vehicle at a variety of locations as the vehicle is being intentionally rolled-over under various sets of circumstances. Algorithms for calculating roll-over metrics are well known in the field of fluid dynamics. The third group of sensors provides data to the SCU to enable it to transfer the appropriate volume of fluid to the desired fluid compartment. The VCU then causes the transfer mechanism to transfer fluid to locations that would lower the rollover risk.

In one example, if the vehicle is making a sharp, left-hand turn, sensors from the second group may measure high lateral acceleration in a right hand direction. If the value of the lateral acceleration exceeded the predetermined limits, then the VCU activates the transfer mechanism to transfer fluid to the compartment(s) located on the side of the vehicle corresponding to the inside of the turn.

In another example, sensors from the first group may detect high lateral acceleration to the right of the vehicle, but not at a high enough level to cause the VCU to cause corrective action. However, the driver may take actions to correct for this high lateral acceleration such as drastically reducing throttle and turning sharply to the left. The second group of sensors then measures these parameters. The combination of readings from the first and second groups of sensors may meet a predetermined threshold on record in the VCU of likely “overcorrection” or “fish-hooking.” In this example the VCU would then cause the transfer mechanism to transfer fluid to the fluid compartments on the side of the vehicle located on the outside of the turn in anticipation of imminent instability.

The VCU may take pre-emptive action based on measured vehicle parameters and recorded dynamic performance. In one example, a vehicle traversing a road at a high rate of speed causes the VCU to preemptively shift fluid to compartments located lower on the vehicle thereby reducing the height of the vehicle's CG and thereby increasing the roll stability of the vehicle should an abrupt steering input be required. Likewise, if recorded information from the second group of sensors indicates that the round conditions are rough or that increased stability is required, the VCU may again preemptively shift fluid to specific compartments to achieve more desirable dynamic vehicle capabilities.

DFVS employing the FSS can also be directly integrated with other electronic vehicle stability systems including suspensions with adjustable components such as air springs and electronically adjustable shock absorbers. In this way the CG-transfer function of the FSS can work in a complimentary manner with existing active stability systems to provide enhanced stability. Also, similarly to the VAM, the FSS can be operatively connected to an engine fluid system such that at least one of the two or more fluid compartments functions as a fluid reservoir for an engine fluid system.

Related to the problem of extreme weight caused by solid plate armor is the problem of extreme heat. Large masses of conventional armor retain heat given off from the engine and other systems of the vehicle, as well as from the environment. Often this heat is retained for long periods of time and results in armored vehicles being associated with large heat signatures. Large heat signatures enable easy detection by infra-red sensors. DFVS solves this problem through the integration of a temperature control system (“TCS”) that adjusts the temperature of the fluid retained in external fluid compartments to reduce or increase the heat given off from those compartments.

FIG. 10 depicts an embodiment of the DFVS with an integrated TCS. This embodiment comprises a vehicle having an exterior; two or more fluid compartments each having at least one fluid temperature sensor 100, at least one of the fluid compartments covering a portion of the exterior; a transfer mechanism operatively connecting the two or more fluid compartments; a temperature adjustment mechanism 102 operatively connected to the transfer mechanism; and a temperature control unit (“TCU”) 104 operatively connected to the at least one fluid temperature sensor, the fluid temperature adjustment mechanism, and the transfer mechanism. Further like the other systems described herein, the TCS can be operatively connected to an engine fluid system such that at least one of the fluid compartments functions as a fluid reservoir for an engine fluid system.

The TCS functions by cycling warmer fluids from fluid compartments covering exterior surfaces and replacing it with cooler fluids that have been through the temperature adjustment mechanism. The temperature adjustment mechanism removes heat from the fluids that run through it and thereby lowers the fluid temperature. This excess heat is radiated from locations on the vehicle that are less prone to infrared monitoring. For example the temperature adjustment mechanism may be located on a top horizontal surface of the vehicle and the fluid compartments may be along the sides. In this configuration the broad side profile of the vehicle will have a lower heat signature and the top will have a much higher heat signature. This may be desirable in situations where the majority of infrared sensing is focused on the sides of vehicles as commonly is the case in battlefield environments.

Equivalents of the components of the DFVS employing the TCS shown in FIG. 10 will be readily identifiable to a person of ordinary skill in the art. For example the fluid temperature sensors can be any sensor capable of detecting the temperature of fluids such as those offered by vehicle parts manufactures like Delphi Corporation which change resistance inversely to temperature and provide a signal that varies in accordance with this resistance variance. The temperature adjustment mechanism can be any known device that changes the temperature of a fluid. The most common examples are radiators but other types of heat exchangers are also possible such as shell-and-tube type devices.

The TCU is a device that allows control over the transfer mechanism based on the temperature sensors. The TCU can function manually such as by presenting temperature readings to a vehicle occupant and providing controls that activate the transfer mechanism to cycle the fluids such that lower temperature fluids are located in areas where infrared sensing is likely. In this way it functions much like the control devices in common HVAC systems.

As shown in FIG. 11, the TCU 110 may also be a device comprising a processor 111 operatively connected to the transfer mechanism and the one or more temperature sensors; a machine-accessible storage medium operatively connected to the processor, the machine-accessible storage medium having instructions encoded thereon for enabling the processor to perform the operations of receiving a desired fluid temperature and one or more desired fluid compartments; detecting the fluid temperature in the one or more desired fluid compartments 113; comparing the detected fluid temperature to the desired fluid temperature 114; and transferring fluid from the one or more desired fluid compartments 115 through the temperature adjustment mechanism until the fluid's temperature matches the desired fluid temperature. The TCU can be embodied as software implemented on a computer. This can be a separate computer or the same computer as implemented in the VCU.

Although the exemplary drawings and specific embodiments of the present invention have been described and illustrated, it is to be understood that the scope of the present invention is not to be limited to the particular embodiments discussed. Thus the embodiments should be regarded as illustrative rather than restrictive. Furthermore, it should be understood that variations may be made in those embodiments by workers skilled in the art without departing from the scope of the present invention as set forth in the claims. 

1. A dynamic fluid vehicle system, comprising an occupant compartment having an exterior; two or more fluid compartments, at least one of the fluid compartments covering a portion of the exterior; and a transfer mechanism operatively connecting the two or more fluid compartments.
 2. The system of claim 1, wherein at least one fluid compartment has a fluid volume, the system further comprising a volume adjustment mechanism for adjusting the fluid volume of at least one fluid compartment.
 3. The system of claim 1, further comprising a fluid contained in at least one of the fluid compartments, the fluid of a type that protects against an anticipated threat.
 4. The system of claim 3, wherein the at least one fluid compartment containing the fluid covers a portion of the exterior where an impact of the anticipated threat is most probable.
 5. The system of claim 1, further comprising a fluid contained in at least one of the fluid compartments, the fluid is a sheer-thickening fluid.
 6. The system of claim 1, further comprising an engine fluid system wherein the fluid transfer means is operatively connected to the engine fluid system.
 7. The system of claim 1, wherein at least one fluid compartment covers a significant portion of the exterior.
 8. The system of claim 1, wherein at least one of the fluid compartments is in the form of an underbody v-hull.
 9. The system of claim 1, further comprising a fluid temperature control system operatively connected to the transfer mechanism.
 10. The system of claim 1, further comprising a processor operatively connected to the transfer mechanism; and a machine-accessible storage medium operatively connected to the processor, the machine-accessible storage medium having instructions encoded thereon for enabling the processor to perform the operations of (a) receiving information about a threat, (b) selecting a fluid that protects against the threat, and (c) transferring the selected fluid into at least one of the fluid compartments.
 11. A method for configuring protection levels of the dynamic fluid vehicle system, the dynamic fluid vehicle system comprising an occupant compartment having an exterior, two or more fluid compartments, at least one of the fluid compartments covering a portion of the exterior, and a transfer mechanism operatively connecting the two or more fluid compartments; the method comprising receiving information about a threat; selecting a fluid that protects against the threat; and transferring the selected fluid into at least one of the fluid compartments.
 12. The method of claim 11, further comprising the step of selecting a location that protects against the threat and wherein the transferring step is performed into a fluid compartment that covers the selected location.
 13. The method of claim 11, the system further comprising a fluid volume in at least one fluid compartment and a volume adjustment mechanism; the method further comprising the steps of determining a thickness of the selected fluid that will protect against the threat; and adjusting the fluid volume such that it creates the determined thickness.
 14. A method for adjusting the weight distribution of a vehicle, the vehicle having two or more fluid compartments and a transfer mechanism operatively connecting the two or more fluid compartments; the method comprising determining a desired weight distribution; determining what fluid volume is needed in each fluid compartment to create the desired weight distribution; and transferring fluid between each fluid compartment until each fluid compartment contains the determined fluid volume.
 15. A dynamic fluid vehicle system, comprising a vehicle having two or more fluid compartments; a transfer mechanism operatively connecting the two or more fluid compartments; one or more sensors; a processor operatively connected to the transfer mechanism and the one or more sensors; and a machine-accessible storage medium operatively connected to the processor, the machine-accessible storage medium having instructions encoded thereon for enabling the processor to perform the operations of (a) monitoring the vehicle status using the sensors, (b) calculating a roll-over parameter, (c) determining whether the roll-over parameter has reached a roll-over threshold, (d) determining, if the roll-over parameter has reached the roll-over threshold, what fluid volume is needed in each fluid compartment to bring the roll-over parameter below the roll-over threshold, and (e) transferring fluid between each fluid compartment until the roll-over parameter is below the roll-over threshold.
 16. The system of claim 15, further comprising an engine fluid system wherein the transfer mechanism is operatively connected to the engine fluid system.
 17. The system of claim 15, wherein at least one of the two or more fluid compartments functions as a fluid reservoir for the engine fluid system.
 18. The system of claim 17, further comprising a fluid temperature control system operatively connected to the transfer mechanism.
 19. A dynamic fluid vehicle system, comprising a vehicle having an exterior; two or more fluid compartments, at least one of the fluid compartments covering a portion of the exterior; a transfer mechanism operatively connecting the two or more fluid compartments; and a fluid temperature control system operatively connected to the transfer mechanism.
 20. The system of claim 19, further comprising an engine fluid system wherein the transfer mechanism is operatively connected to the engine fluid system. 